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91-08-12: 91-08-12 BOEING: Amendment 39-6967; Docket No. 90-NM-179-AD. \n\n\tApplicability: Model 737 series airplanes, line numbers 520 through 610, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent inability of the airplane to carry fail-safe loads due to disbonded doublers, and to reduce the possibility of rapid decompression, accomplish the following: \n\n\tA.\tWithin 60 calendar days after the effective date of this AD, perform a one-time external ultrasonic inspection of the bonded doublers not mechanically fastened above stringer (S-) 26 between body station (BS) 259 and BS 1016 in accordance with Boeing Service Bulletin 737-53-1124, dated August 24, 1989. \n\n\tNOTE: The area inspected in accordance with AD 89-16-05, Amendment 39-6281, does not require reinspection for disbonding. \n\n\tB.\tIf disbonding is detected, prior to further flight, accomplish the following: \n\n\t\t1.\tPerform a high frequency eddy current (HFEC)inspection for cracks and a visual inspection for corrosion along the upper rivet row of the lower lap splices and both rivet rows of S-17 (if affected), for the entire length of affected panel, in accordance with Boeing Service Bulletin 737-53-1124, dated August 24, 1989. If, during the inspections required by this paragraph, paint inhibits identification of the fastener heads or cracks, the paint must be stripped using an FAA-approved chemical stripper. \n\n\t\t\ta.\tIf no cracking or corrosion is found, repeat the HFEC and visual inspections at intervals not to exceed 4,500 flight cycles until the preventive modification required by paragraph C. of this AD is accomplished. \n\n\t\t\tb.\tIf cracks are found, repair prior to further flight, in accordance with Boeing Service Bulletin 737-53-1124, dated August 24, 1989. Within 3,000 flight cycles following the repair, accomplish the lap splice preventive modification on the affected panel, which includes installation of oversize protruding head solid fasteners in the lap splice upper row and S-17, in accordance with Boeing Service Bulletin 737-53-1124, dated August 24, 1989. \n\n\t\t\t\t(1)\tBlind fasteners may be used as a temporary repair only. Repairs using blind fasteners must be repetitively inspected for loose or missing fasteners at intervals not to exceed 3,000 flight cycles following installation, and replaced with protruding head solid fasteners within 10,000 flight cycles following installation. \n\n\t\t\t\t(2)\tRepairs previously installed with blind fasteners prior to the effective date of this AD must be inspected for loose or missing fasteners within 1,000 flight cycles after the effective date of this AD and thereafter at intervals not to exceed 3,000 flight cycles. Blind fasteners must be replaced with protruding head solid fasteners within 10,000 flight cycles following installation. \n\n\t\t2.\tPerform a detailed external visual inspection for cracks and corrosion at circumferential splices along the most forward and most aft rivet row of each panel found to contain delamination, in accordance with Boeing Service Bulletin 737-53-1076, Revision 2, dated February 8, 1990. Remove paint with an FAA-approved chemical stripper prior to inspection, or ensure that the fastener head is clearly visible. In addition to the detailed external visual inspection, perform a HFEC inspection for cracks at each circumferential splice from S-10R to S- 10L in accordance with Boeing Service Bulletin 737-53-1076, Revision 2, dated February 8, 1990, along the most forward and most aft rivet row of each circumferential splice. \n\n\t\t\ta.\tIf no cracks, corrosion, or delamination are found as a result of the detailed external visual inspection, repeat the detailed external visual and HFEC inspections required by this paragraph at intervals not to exceed 4,500 landings or 15 months, whichever occurs first. \n\n\t\t\tb.\tIf any cracking is detected, repair prior to further flight, in accordance with Boeing Service Bulletin 737-53-1076, Revision 2, dated February 8, 1990. \n\n\t\t\tc.\tReplacement of the most forward and most aft fastener rows with standard protruding head solid fasteners at all circumferential fuselage splices, in accordance with Boeing Service Bulletin 737-53-1076, Revision 2, dated February 8, 1990, constitutes terminating action for the inspections required by this subparagraph, B.2. \n\n\t\t3.\tIn areas where corrosion or delamination are found as a result of the inspections required by paragraphs B.1 and B.2. of this AD, prior to further flight, perform a low frequency eddy current (LFEC) inspection using an FAA-approved method: \n\n\t\t\ta.\tIf corrosion depth, does not exceed 10% of the skin's thickness, conduct the repetitive external detailed visual inspections required by paragraphs B.1. and B.2. of this AD, of each panel found to contain corrosion at intervals not to exceed 2,250 flight cycles or 6 months, whichever occurs first. \n\n\t\t\tb.\tIf corrosion depth, exceeds 10% of the skin's thickness, or if cracks or delamination is found as a result of the detailed external visual inspections, repair prior to further flight, in accordance with Boeing Service Bulletin 737-53-1076, Revision 2, dated February 8, 1990. Following such a repair, continue to inspect in accordance with paragraphs B.1. and B.2. of this AD, at intervals not to exceed 4,500 flight cycles or 15 months, whichever occurs first. \n\n\t\t\tc.\tAny crack found must be repaired, prior to further flight, in accordance with an FAA-approved method. Blind fasteners may be used as a temporary repair only. They must be repetitively inspected for loose or missing fasteners at intervals not to exceed 3,000 flight cycles following installation and then replaced with protruding head solid fasteners within 10,000 flight cycles following installation. \n\n\t\t4.\tRepair all disbonded tearstraps prior to further flight, in accordance with Boeing Alert Service Bulletin 737-53A1039, Revision 4, dated April 14, 1988, or Revision 5, dated May 25, 1989; or Boeing Service Bulletin 737-53-1089, Revision 1, dated October 13, 1989; or Revision 3, dated November 2, 1989; as appropriate. \n\n\tC.\tWithin 24 months after detection of disbonding as a result of the inspection required by paragraph A. of this AD, accomplish the lap splice and S-17 preventative modification of the affected panel, which includes installation of oversize protruding head solid fasteners in the upper rivet row, in accordance with Boeing Service Bulletin 737-53-1124, dated August 24, 1989. Accomplishment of this modification constitutes terminating action for the inspection requirements of paragraph B.1. and B.2 of this AD for the affected panel. \n\n\tD.\tAn alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Seattle ACO. \n\n\tE.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service information from the manufacturer may obtain copies upon request to Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. This information may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington. \n\n\tThis amendment (39-6967, AD 91-08-12) supersedes Amendment 39-6281, AD 89-16- 05, which became effective on September 5, 1989. \n\n\tThis amendment (39-6967, AD 91-08-12) becomes effective on May 17, 1991.
46-43-02: 46-43-02 DOUGLAS: (Was Mandatory Note 12 of AD-618-3 and Mandatory Note 13 of AD-669-3.) Applies Only to DC3 Series Aircraft Having the No. 4118923 Magnesium Alloy Casting Rudder Pedal Slide Tube Support. \n\n\tTo be accomplished not later than January 1, 1947. \n\n\tInstall a third AN 3-21 bolt in the existing hold between the two holes now having AN 3-21 bolts in the attachment of the Rudder Pedal Slide Tube Support No. 4118923 and -1, to its Pedal Assembly (5118929, 5118931, and 5118928). If necessary, to correct misalignment among the three holes, it is permissible to use 24ST or 4130 bushing with 1/32-inch wall thickness. This additional bolt is necessary to insure the 100% margin of safety required on the magnesium casting. \n\n\t(Douglas Service Bulletin C-47-101 covers this same subject.)
91-25-03 R1: 91-25-03 R1 MCDONNELL DOUGLAS: Amendment 39-8136. Docket Number 91-NM-78-AD. \n\n\tApplicability: Model DC-9 series, including C-9 (military), airplanes equipped with Aircraft Braking System (ABS) brake part numbers identified in paragraph (a), of this AD, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent the loss of main landing gear braking effectiveness, accomplish the following: \n\n\t(a)\tWithin 270 days after the effective date of this AD, inspect the landing gear brakes, having brake numbers listed below, for wear. Any brake worn more than the maximum wear limit specified below must be replaced, prior to further flight, with a brake within these limits. \n\n\nSeries\nAirplane\nABS Brake Part \nNumber\nMaximum Wear Limit\n (inches)\n DC-9-10\t\t\n9560746A\n0.3 \n\t\nB9560746A\n0.3 \n\t\t\t\n9560743\n0.3 \n\nA9560743\n0.3 \n\nB9560743\n0.3\n\n\n\nDC-9-20/30\t\t\n9560786\n0.3 \n\nA9560786\t\t\n0.3 \n\nB9560786\t\n0.3DC-9-30\t\t\n9560955\n0.3 \n\n9560788\t\n0.3 \n\nA9560788\t\n0.3 \n\nB9560788\t\n0.3 \n\n9560788-2/-3/-5/-6\t\n0.3 \n\n9560788-7\t\n0.7 \n\n\n\nDC-9-30/40/50\t\nB9560861\n0.3 \n\n9560861-1\t\n0.2 \n\n9560861-2\t\n0.3 \n\n9560861-3\t\n0.8 \n\t\n\t(b)\tWithin 270 days after the effective date of this AD, incorporate the maximum brake wear limits specified in paragraph (a) of this AD into the FAA-approved maintenance inspection program. \n\n\t(c)\tAn alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Los Angeles Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Los Angeles ACO. \n\n\t(d)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with therequirements of this AD. \n\n\t(e)\tThis amendment (39-8136, AD 91-25-03 R1) is effective on December 31, 1991.
2007-22-03 R1: The FAA is revising an existing airworthiness directive (AD), which applies to all Airbus Model A300 airplanes. That AD currently requires revising the Airworthiness Limitations Section of the Instructions for Continued Airworthiness to incorporate new limitations for fuel tank systems. This AD clarifies the intended effect of the AD on spare and on-airplane fuel tank system components. This AD results from fuel system reviews conducted by the manufacturer. We are issuing this AD to prevent the potential of ignition sources inside fuel tanks, which, in combination with flammable fuel vapors caused by latent failures, alterations, repairs, or maintenance actions, could result in fuel tank explosions and consequent loss of the airplane.
93-02-16: 93-02-16 BOEING: Amendment 39-8500. Docket 93-NM-01-AD. \n\n\tApplicability: Model 747 airplanes, line numbers 1 through 200, inclusive; having 7079- T6 aluminum latch support fittings; certificated in any category. \n\n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent the cargo door from opening during flight of the airplane, which could result in rapid decompression of the airplane, accomplish the following: \n\n\t(a)\tWithin 60 days after the effective date of this AD, perform a high frequency eddy current (HFEC) inspection to detect cracking on all surfaces of the upper recess in each 7079-T6 aluminum latch support fitting of the cargo doorway in accordance with Boeing Service Bulletin 747-53A2377, Revision 1, dated January 28, 1993. \n\n\t\t(1)\tIf any fitting is found cracked, prior to further flight, replace the cracked fitting with a 7075-T73 aluminum fitting in accordance with the service bulletin. \n\n\t\t(2)\tRepeat the HFEC inspection on any uncracked fitting, thereafter, at intervals not to exceed 18 months, until all affected fittings are replaced with 7075-T73 aluminum fittings in accordance with the service bulletin.\n \n\t(b)\tReplacement of a 7079-T6 aluminum fitting with a 7075-T73 aluminum fitting in accordance with Boeing Service Bulletin 747-53A2377, Revision 1, dated January 28, 1993, constitutes terminating action for the inspection requirements of this AD for that fitting.\n \n\t(c)\tAn alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Seattle ACO. \n\n\tNOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtainedfrom the Seattle ACO. \n\n\t(d)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished.\n \n\t(e)\tThe inspections and replacement shall be done in accordance with Boeing Service Bulletin 747-53A2377, Revision 1, dated January 28, 1993. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124-2207. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. \n\n\t(f)\tThis amendment becomes effective on March 11, 1993.
64-05-01: 64-05-01 BOEING: Amdt. 689 Part 507 Federal Register February 21, 1964. Applies to All Models 707 and 720 Series Aircraft. \n\n\tCompliance required as soon as the modification can be scheduled but not later than 1,000 hours' time in service after February 21, 1964, for aircraft with full span leading edge flaps and 2,000 hours' time in service after February 21, 1964, for aircraft without full span leading edge flaps. Within seven days after the effective date of this AD, each operator shall submit to his assigned FAA principal maintenance inspector for approval, a schedule for accomplishment of the modification.\n\n\tTo provide increased armoring protection of the wing skin over the fuel vent surge tanks against penetration by lightning strikes the following is required: \n\n\t(a) Apply bonded laminate panels of 0.010 clad aluminum sheet and glass cloth scrim (approximately 20 by 36 inches) covering the upper and lower wing surfaces over the entire plan form area of the left and right-hand fuel vent surge tanks between the front and rear spars and from Wing Stations 939.312 to 959.312. Prepare wing surface and apply panels in accordance with Boeing Document DC6-8191. \n\n\t(b) The rework shall be done in accordance with Boeing Service Bulletin No. 1642 dated June 22, 1962, or an equivalent means approved by the Engineering and Manufacturing Branch, FAA Western Region, Los Angeles, California. \n\n\t(c) For those airplanes incurring damage or delamination to the armor paneling, if immediate repair or replacement is not possible, accomplish the following: \n\n\t\t(1) Before further flight, trim loose or delaminated skin or scrim cloth in accordance with Boeing telegraphic message No. 6/7161/1/9602 dated April 9, 1964, or an FAA approved equivalent. \n\n\t\t(2) Place a placard in the cockpit in full view of the pilot, prohibiting flight into areas of known thunderstorm or lightning activity. \n\n\t\t(3) Within 125 hours' time in service after incurring damage to thearmor skin, repair or replace the skin in accordance with Boeing telegraphic message No. 6/7161/1/9602 dated April 9, 1964, or an FAA approved equivalent. Upon accomplishment of this repair the flight restriction of (c)(2) is no longer applicable and the required placard may be removed. \n\n\t\t(4) Equivalent means of compliance with (c)(1) and (3) shall be processed through the Aircraft Engineering Division, FAA Western Region, Los Angeles, California. \n\n\tNOTE. - Boeing Service Bulletin 1642 (R-1) dated September 22, 1964, is an equivalent means of complying with paragraphs (b), (c)(1) and (c)(3). \n\n\t(Boeing Service Bulletin No. 1642 dated June 22, 1962, and 1642(R-1) dated September 22, 1964, cover this same subject.) \n\n\tThis directive effective February 21, 1964. \n\n\tRevised May 27, 1964. \n\n\tRevised August 7, 1964. \n\n\tRevised December 12, 1964.
74-15-04: 74-15-04 MCDONNELL DOUGLAS: Amendment 39-1900. Applies to Douglas Model DC-10 Series airplanes, certificated in all categories, incorporating Weber Aircraft seats, Part Number 818472-401, 402, 403, 411, 412, 413, 415, 416, 417, 418, 419, 4011, 4021, and 4031 and 819900-401, 402, and 403. \n\n\tCompliance required as indicated. \n\n\tTo prevent possible failures of the oxygen doors, accomplish the following: \n\n\t(a)\tWithin 300 hours' additional time in service, and at intervals not to exceed 300 hours' time in service, until (b), below, is accomplished, perform a visual inspection of all oxygen doors to verify that upholstery fabric does not obstruct the oxygen door, should door opening become necessary. If such obstruction is observed, correct before further flight. \n\n\t(b)\tWithin 1,500 hours' additional time in service, unless already accomplished, install shrouds around the first-class seat back oxygen doors in accordance with Weber Aircraft Service Bulletins No. 25-314, dated November 1, 1973, and No. 25-330, dated May 15, 1974, or later FAA-approved revisions. \n\n\t(c)\tEquivalent installations may be approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t(d)\tAircraft may be flown to a base for the performance of that maintenance required by this AD per FAR's 21.197 and 21.199. \n\n\tNOTE: For the requirements regarding the listing of compliance and method of compliance with this AD in the airplane's permanent maintenance record, see FAR 91.173. \n\n\tThis amendment becomes effective August 26, 1974.
92-14-51: 92-14-51 MCDONNELL DOUGLAS: Amendment 39-8325. Docket No. 92-NM-135-AD. \n\n\tApplicability: Model MD-11 series airplanes having fuselage numbers 447 through 499; certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent inadvertent slat deployment during flight, which could create significant vibrations and cause damage to the elevators, accomplish the following: \n\n\t(a)\tWithin 10 days after the effective date of this amendment, conduct a one-time inspection of the slat mechanical input system for proper clearance and rigging; and, prior to further flight, correct any discrepancies found; in accordance with McDonnell Douglas Alert Service Bulletin A27-29, dated June 23, 1992. \n\n\t(b)\tAn alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Los Angeles Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Los Angeles ACO. \n\n\tNOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Los Angeles ACO. \n\n\t(c)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. \n\n\t(d)\tThe inspection and adjustment shall be done in accordance with McDonnell Douglas Alert Service Bulletin A27-29, dated June 23, 1992. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from McDonnell Douglas Corporation, P.O. Box 1771, Long Beach, California 90846-0001, Attention: Business Unit Manager, Technical Publications - Technical Administrative Support, C1-l5B. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, Washington; or at the FAA, Transport Airplane Directorate, 3229 East Spring Street, Long Beach, California; or at the Office of the Federal Register, 800 North Capitol Street NW., 7th Floor, Suite 700, Washington, DC. \n\n\t(e)\tThis amendment becomes effective on September 8, 1992, to all persons except those persons to whom it was made immediately effective by telegraphic AD T92-14-51, issued on June 29, 1992, which contained the requirements of this amendment.
2009-22-06: The FAA is adopting a new airworthiness directive (AD) for International Aero Engines AG (IAE) V2500-A1, V2527E-A5, V2530-A5, and V2528-D5 turbofan engines. This AD requires reducing the published life limit of certain high-pressure compressor (HPC) stage 9-12 disc assemblies. This AD also removes from service those HPC stage 9-12 disc assemblies using a drawdown schedule. This AD results from IAE updating the low-cycle-fatigue (LCF) life analysis for certain HPC stage 9-12 disc assemblies. We are issuing this AD to prevent an uncontained failure of the HPC stage 9-12 disc assembly, resulting in an in-flight engine shutdown and possible damage to the airplane.
86-22-02: 86-22-02 MCDONNELL DOUGLAS: Amendment 39-5436. Applies to McDonnell Douglas Model DC-9-80 series airplanes, Fuselage Numbers 1218 through 1249, certificated in any category. \n\n\tCompliance required as indicated unless previously accomplished. \n\n\tTo prevent potential stress corrosion failure of the horizontal stabilizer actuator mounting bolts and subsequent damage to adjacent structure, within 1,400 hours time in service, or within 6 months, whichever occurs earlier, after the effective date of this AD, accomplish the following, unless already accomplished: \n\n\tA.\tRemove and replace horizontal stabilizer actuator mounting bolts, left and right sides, in accordance with Paragraph 2, Accomplishment Instructions of McDonnell Douglas DC-9 Service Bulletin 27-278, dated April 3, 1986. \n\n\tB.\tAlternate means of compliance which provide an acceptable level of safety may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region.C.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to a base to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Director, Publications and Training, C1-L65 (54-60). These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington or the Los Angeles Aircraft Certification Office, 4344 Donald Douglas Drive, Long Beach, California. \n\n\tThis Amendment becomes effective November 14, 1986.